Boeing Completes Ultimate-Load Wing Test on 787

[Propwash]

Posted : Mon, 29 Mar 2010 01:45:26 GMT
Author : Boeing
Category : Press Release
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EVERETT, Wash., March 28 /PRNewswire-FirstCall/ -- Boeing (NYSE: BA) today completed the ultimate-load wing up-bending test on the 787 Dreamliner static test unit. During the testing, loads were applied to the airframe to replicate 150 percent of the most extreme forces the airplane is ever expected to experience while in service. The wings were flexed upward by approximately 25 feet (7.6 meters) during the test.

Full article (Earth Times)

Nice ..... Boeing 787 wing break test

[RoMax]

Wow I'm supprised they increased the load even beyond the 150%. They did that with previous programs to see where/when the wing would broke, but they said they wouldn't do this with the 787 because it could become to dangerous for people and equipment used for the test as the wing is stronger than a normal alluminium wing. But it seems they changed their minds.

[earthman]

So what happened to all that talk about how perhaps the wings would flex so much that they would meet at the top without breaking?

[RoMax]

So what happened to all that talk about how perhaps the wings would flex so much that they would meet at the top without breaking?

Than they wouldn't brake the wing, they are not forced to broke the wing. They do that only to see when and how the wing broke. But it's not required by the FAA normally as Boeing first said they wouldn't broke the wing.

[smokejumper]

Remember also - a less strong wing (or any other structure) is a lighter structure. By testing the wing to an ultimate destruction point, you then know how much you can lighten the wing and still meet certification requirements.

Perhaps Boeing knows that the design is at its minimum weight while still meeting requirements.

I don't know what Boeing's motives are, but this is just my opinion.

[RoMax]

Remember also - a less strong wing (or any other structure) is a lighter structure. By testing the wing to an ultimate destruction point, you then know how much you can lighten the wing and still meet certification requirements.

Perhaps Boeing knows that the design is at its minimum weight while still meeting requirements.

I don't know what Boeing's motives are, but this is just my opinion.

Actually the 787 is much heavyer than expected because of some extra things. But Boeing expects that later production models will be lighter and because of that they are looking again at the B787-10. That extended version would be only possible (with the specifications airlines want) if the structural weight would be decreased, and Boeing says that this must be possible. But the first 30 B788's will be more heavy than expected as these airplanes will be (almost) ready at the time the 787 will be certificated.

[PYX]

First 19, isn't it?

"Production
787 production continues apace with an important milestone taking place yesterday (30 March 2010). LN 20 (ZA175), a 787 for Japan Airlines, started final assembly. This is the first weight optimized 787 to enter into final assembly and is introducing a major block point change with weight savings incorporated into the aircraft..."

From,
http://nyc787.blogspot.com/2010/03/787- ... ahead.html

[Desert Rat]

With the increase structural weight of the 787, the gap between the performance of the Airbus 330 and the 787 has melded like snow in the sun...

[RoMax]

First 19, isn't it?

"Production
787 production continues apace with an important milestone taking place yesterday (30 March 2010). LN 20 (ZA175), a 787 for Japan Airlines, started final assembly. This is the first weight optimized 787 to enter into final assembly and is introducing a major block point change with weight savings incorporated into the aircraft..."

From,
http://nyc787.blogspot.com/2010/03/787- ... ahead.html

Hmm yes it seems it are only the 19 first, altough a speaks man of Boeing said it will be the first 30 788's. He said that two weeks ago. Or otherwise he ment that they can achieve an even bigger weight saving starting from number 30? Well I don't know, but I know the first 19 787's are heavier than first expected and the later will be at their expected weight.

[RoMax]

With the increase structural weight of the 787, the gap between the performance of the Airbus 330 and the 787 has melded like snow in the sun...

I don't think you can say that. Altough the first 19 787's will be heavier than expected, the performance will still be better than with the A330. The diference is smaller, but it is still there. And all the later 787's will be much leighter and they will meet the expected performance that Boeing promiced to their costumers.

[sn26567]

Boeing Confirms Success on 787 Wing, Fuselage Ultimate Load Test

Boeing announced today that all test requirements were successfully met during the 787 Dreamliner’s ultimate load wing and fuselage bending test. This follows a thorough analysis of the results from a test on the 787 static test airframe.

“Successfully completing this test is a critical step in the certification of the 787. This is further validation that the 787 performs as expected, even in the most extreme circumstances,” said Scott Fancher, vice president and general manager of the 787 program for Boeing Commercial Airplanes.

On March 28, loads were applied to the test unit to replicate 150 percent of the most extreme forces the airplane is ever expected to experience while in service. The wings were flexed upward by approximately 25 feet (7.6 meters) during the test and the fuselage was pressurized to 150 percent of its maximum normal operating condition.

In evaluating the success criteria for the test, Boeing specialists have been pouring over the thousands of data points collected during the test to ensure that all parts of the airplane performed as expected.

“The airframe performed as designed and retained the required structural integrity. These results continue to validate the design of the 787 as we move toward certification,” explained Fancher.

Video of the static test can be found at the 787 flight test Web site at www.boeing.com and www.newairplane.com.

News Release Issued: EVERETT, Wash., April 7, 2010 1:49 PM EDT /PRNewswire-FirstCall/

[RC20]

The advantage to a wing break over 150% would be confirmation of the build models (which did predict the need for more beef-up in the area they had to reinforce-which was negated by desire to lighten structure.

As they are talking about the -10 again, it means they think they can use the same wing.

Of course if it had broken, then the same thing as deliberate breaking (the A380 wind did fail prematurely, but they were allowed to patch it as it broke where they said it would, even if sooner than they thought). Now they just do not know how much they can take out and still meet it. However, they will have the stress results fed into the computer and should be able to come close.

It has met all the really critical tests, from now on its confirmation of performance areas that are not likely to delays things (the full weight abot test). I think they are in the clear, not from the nit noid problems that will occur as they get hours and number of them flying (test and commercial) but it looks like a real deal at this point).

http://www.glgroup.com/News/Boeing-787- ... 47643.html